Car-derailing device.



G. W. REINOEHL & M. W. LONG.

GAR DERAILING DEVICE. APPLIOATIQN FILED APR.17, 190a.

Patented July 12,1910.

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0. W. RBINOEHL & M. W. LONG.

' GAB DERAILING DEVICE. APPLICATION FILED APB.17, 190s.

Patented July 12, 1910.

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WITNESSES INVENTQRS A TTDRNEY.

CHARLES w. REINOEHL, or STEELTON, AND MALCOLM w. LONG, or HARRISBURG, PENNSYLVANIA.

CAR-DERAILING- DEVICE:

To all whom it may concern:

Be it known that we, CHARLES W. REI- NOEHL and MALCOLM W. Lone, citizens of the United States, said REINOEHL residing at Steelton and said Lone at Harrisburg, both in Dauphin county, State of Pennsylvania, have invented certain new and useful Improvements in Car-Derailing Devices, of which the followin is a full, clear, and exact description re erence being had to the accompanying drawings.

The object of this invention is to provide a simple and eflicient derailing device for railroad rails, by means of which, when adjusted into active position, car wheels, in passing over a rail, will, upon meeting said device, be directed thereby from the rail, or in other words, derailed.

The invention consists in the several novel features of construction and combinations of parts which we shall hereinafter describe and claim.

In the drawings :Figure 1 is a plan View of a portion of a railroad rail and two adj acent supporting ties therefor, having our improved derailing device applied thereto. Fig. 2 is an elevation thereof, omitting the front tie. Fig. 3 is a plan view of the base of the device. Fig. 4 is a side elevation of 'thebase. Fig. 5 is a plan view of one of the connecting links. Fig. 6 is an end view of the connecting link shown in Fig. 5.

1 designates a section of a railroad rail and 2 and 3, sections of two adjacent cross ties upon which the rail 1 is mounted.

4 is the supporting base of my improved derailing device. This base extends between the two adjacent cross ties 2 and 3, and it comprises a rectangular frame 5, arranged between the cross ties 2 and 3, and horizontal flanges 6, extending over and resting upon the ties 2 and 3, the flanges 6 being provided with suitable openings 7 for the reception of spikes (not shown) as a means for securing the base to'the cross ties. The inner wall of the frame 5 extends over the foot flange 8 of the rail, and is providedwith projections 9 which engage the vertical web 10 of the rail 1.

Resting normally upon the frame 5 is a movable frame 11, which is provided with a derailing member comprising a floor portion 12, and an upwardly extending flange 13. When the derailing member is in operative position, the floor portion 12 rests Specification of Letters Patent.

Application filed April 17, 1908.

Patented July 12, 1910.

Serial No. 427,562.

upon the head 14 of the rail, and the flange 13 extends upwardly above the rail head 14 and from the position of its forward end 15, which is arranged inwardly of the path of travel of the car wheel flanges, to or near the outer edge of the rail head 14, said flange 13 extending at an angle with relation to the rail as shown in Fig. 1.

The floor portion 12 extends forwardly of the forward end 15 of the flange 13, for a purpose hereinaften. explained; and con necting the forward end 15 of the flange 13 and the floor portion 12 is a floor portion 16, which gradually rises from the forward end 15 of the flange 13 at or near the bottom of the path of travel of the car wheel flanges, to the top of the floor portion 12.

Thus it will be seen that a car wheel, in passing over the track in the direction of the arrow in Fig. 1, will first roll upon the forwardly extending end of the floor portion 12, and the wheel flange will then pass between the forward end 15 of the flange 13 and the rail head 14, and engage the flange 13 and floor portion 12 extending therefrom over the head 14 of the rail 1, and be thereby raised and deflected from the track.

The frame 11 is preferably made hoodlike, as shown, to cover and protect the working parts of the device, and the frame 11 and the frame 5 are connected by two links 17 and 18, which extend between and are arranged within said frame. The upper ends of the links 17 and 18 are pivotally mounted on shafts 19 and 20, respectively, extending through the side walls of the frame 11; and the lower ends of the links 17 and 18 are pivotally connected to shafts 21 and 22 extending between the side walls of the frame 5. Extending downwardly from the link 18 is an arm 23, which is connected to a rod 24 which may be operated in any convenient manner to set the device intooperative or inoperative position.

WVhen the parts occupy the operative position shown by full lines in the drawings, the frame llrests upon the frame 5, and the derailing member rests upon the rail head 14.

lVhen it is desired to set the device into inoperative position, the rod 24 is drawn toward the rail, thus causing the links 17 and 18 to move on their pivotal connections, and first raise the frame 11 from engagevment with the frame 5, and then lower the frame 11 into engagement with the frame 5 in the position shown by dot and dash lines in Fig. 2, and at the same time move'the frame 11 laterally away from the rail 1. It will be seen that during this operation the derailing member is not only moved laterally from the rail 1, but as it is disengaged therefrom, it is also raised from engagement with the head of the rail, as distinguished from being moved from engagement therewith laterallyin a direct horizontal line. Thereversal of the operation of the parts will raise the frame 11 and again lower it to the position shown by full lines, thus reseating the derailing member upon the rail.

The movement of the derailing member just described is an important feature, for the reason that the construction of our device enables us to lift the derailing member from its seat upon the rail and then lower it back into 'itsseat, the rail forming a stop to limit the downward movement of the derailing member, and the links 17 and 18 permitting the derailing member 'to properly occupy its seat and rest upon the rail to receive the weight carried by car wheels passing thereover, irrespective of any irregularities that may be present in the parts of the derailing device or in their relation to the rail. Obviously, such advantages are not present in derailing devices wherein the derailing member is moved in horizontal guideways to and from the rail.

In order to lock the parts in operative or inoperative position, we provide the link 18 with an arm 25, which extends upwardly through a slot in the top of the frame 11, and laterally adjacent a perforated lug 26 projecting from the top of the frame 11. Within the perforation in the lug 2-6 is a pin 27. The position of the pin 27 with relation to the arm 25 is such that when the parts of the device are in theoperative posi tion, one side of the arm 25 lies adjacent one side of the pin 27, and when the parts of the device-are in the inoperative position, the other side of the arm 25 lies adjacent the other side of the pin 27. Thus it will be seen that when the parts are in either the operative or inoperative position, and" the pin is within the perforation in the lug 26, said pin 27 will prevent the moven'ient of the arm 25 and therewith the link 18 to change the position of the device. By removing the pin, however, the device may be set in either of its two positions, and then locked therein by reinserting the pin 27 in the lug 26.

The floor portion 12 of the derailing-member extends forwardly of the forward end 15 of the flange 13 as shown in Fig. 1, for the purpose of receiving the car wheel in advance of the engagement of the car wheel flange with the derailing flange 13, in order that the weight of the car wheel and parts carried thereby may rest upon the derailing member during the engagement of the car wheel flange with the derailing flange '13, thus materially reducing the tendency of the forward movement of the car wheel to force the derailing device forwardly, which tendency would be present if the car wheel rested upon the rail when it came into engagement with the derailing flange 13; and thus materially reduce the strain upon the derailing device.

Having thus described our invention, we

claim as new and desire to secure by Let-' ters Patent 1.'In a derailing device, the combination of the railroad rail; a support adjacent thereto;a derailing part movable vertically and laterally of the rail to an operative position 'upon the rail and resting on said support and movable vertically and later- :ally of the rail to an inoperative position away from the rail and resting on said support; and a link having its lower portion pivoted to said support and its upper portion pivoted to said part and positioned to move said part to its operative and inoperative positions, said part when in operative position resting on said support on one side of the pivotal-connection of the link with the support and when inv inoperative posi- 5 tion resting on said support on the other side of said pivotal connection.

2. In a derailing device, the combination of the railroad rail; a support adjacent thereto; a derailing part movable to an operative position upon the rail and resting on said support and movable to an inoperative position away from the rail; and two .parallel links arranged at'unequal distances from the rail and having their lower ends .piv-r =oted to said support and their upper ends part and positioned to move said part to its operative and inoperative positions.

4. In a derailing device, the combination of a railroad rail; a support adjacent thereto; a derailing part movable to an operative position upon the rail and movable to an in operative position away from the rail; and a link having its lower portion pivoted to said support and its upper portion pivoted to said part and positioned to movesaid derailing part to its operative and inoperativepo-,

sition, said derailing part resting on said support between said link and said rail when the derailing part is in operative position.

5. In a derailing device, the combination of the railroad rail, a support adjacent thereto, a part having a derailing member adapted to occupy a position upon the rail at an angle with respect thereto, a link having its lower portion pivoted to said support and its upper portion pivoted to said part, whereby said part may be operated to move the derailing member into and out of operative position, a removable pin on said part positioned to engage one side of said link when said member is in operative position, and to engage the other side of said link when said member is in inoperative position, substantially as described.

In testimony whereof, we have hereunto affixed our signatures.

WVitnesses:

B. A. HANKIN, WVM. R. MILLER. 

